Frisco 3100-3109 were ordered by St. Louis – San Francisco Railway, but delivered to BN. The 3100 was the only GP50 that received Frisco colors; it was to be originally numbered 791 as part of the 790-799 series. The merger into the Burlington Northern system in November 1980 changed the outcome of the Frisco GP50s. Emerging from La Grange one month after the merger into BN, in December 1980, the 3100 was BN’s number assigned for this GP50. The rest of the delivery came online in BN’s Cascade Green scheme and was initially assigned to Springfield, MO as the Frisco originally intended. A short time later, the BN restenciled the road number on #3100 adding a BN sublettering. Photos show that #3100 lasted in SLSF livery into 1985.

Program a multiple unit (MU) lashup with lead unit only horn, bell, and lights

Many functions can be altered via Configuration Value (CV) changes

CV chart included

PRIMED FOR GRIME MODELS FEATURE:

Duplicated look and feel of “In Service”equipment; “Tattered and Torn” just like the real thing

Faded base colors matched to the prototype

Patches applied and shaped per road number matching each corresponding side to the prototype

Perfect starting point for adding grime and rust

PROTOTYPE SPECIFIC INFORMATION:

The EMD GP50 is a 4-axle diesel road switcher locomotive built by General Motors Electro-Motive Division between 1980 and 1985. It is powered by a 16-cylinder EMD 645F3B diesel engine, which can produce between 3,500 and 3,600 hp.

A total of 278 examples of this locomotive were built. The GP50 retains the same overall length of 59 feet 2 inches as the other GP dash-2 series locomotives built in the same era. It utilized GM’s D87 traction motor enabling it to produce a continuous tractive effort of 62,400 pounds and 65,000 pounds continuous.

The most significant difference in the GP50 from earlier designs like the GP40 was upgraded components (like a turbocharger silencer and new type of blower housing) and increased horsepower. The locomotive also introduced a new “anti-wheel-slip” technology where the locomotive horsepower output was reduced if a wheel slip condition was introduced. It also included features already common on earlier models such as dynamic braking (a system for temporarily employing traction motors as generators and using the resulting electromotive force to slow the train), and an airtight hood that kept out dust, dirt and other particles from reaching internal components.

All the companies that purchased the GP50 have now been absorbed into other systems. However, a few of their successors continue to operate the units. A number GP50s have rebuilt for better fuel economy and continue in service today.

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